Güverte zabitleri için liman nöbet görevleri ile yükleme ve tahliyede dikkat edilecek ana hususlar hakkinda
 
                                    KAPTAN DİREKTİFİ
 
1.Limanda bulunulduğu süreler emniyet yönünden, görevli olan personel haricindeki hiçbir personelin gemiye girmesine müsaade etmeyiniz.Tereddüt ediyorsanız Kaptana sorunuz. Görevi olmayıp da bir sebep veya ziyaret maksadı için gemiye girmek isteyenler için Kaptandan izin alınız.

Merhabalar,

Sitemizde dün gece itibari ile üye terfi sistemi aktif hale gelmiştir. 

Bu sisteme göre sizlerin sitedeki aktiflik durumuna göre terfiler sistem tarafından otomatik olarak yapılacaktır. 
Şuan için terfi grupları şu şekildedir. 

Yeni Üye
Er
Onbaşı
Çavuş
Teğmen
Yüzbaşı
Binbaşı
Yarbay
Kıdemli Yarbay 

Her üyelik grubunda farklı özelliklere erişim açılacaktır. Her bir terfinin belli şartları olduğu için bunlar daha sonra konuya eklenecektir. 
Terfi aldıkça değişecekler den bazıları : 
Özel mesaj sistemi aktif olacak
Kullanıcı imza ekleyebilecek
Kullanıcı profil adını değişebilecek
Kullanıcı konulardaki mesajlarına istediği zaman düzenleme yapabilecek
Kullanıcı Konu içeriklerini yorum yazmadan görebilecek
Kullanıcı site teması seçebilecek ve bu seçime bağlı olarak reklamlar azalabilecek. 


Saygılarımla Türk Denizcileri Yönetimi.

Introduction
The COSPAS-SARSAT (COSPAS: Space System for Search of Distress Vessels, SARSAT: Search and Rescue Satellite-Aided Tracking) system is a satellite-aided search and rescue (SAR) system designed to locate distress beacons transmitting on the frequencies 121.5 MHz or 406 MHz. Certain beacons also transmit on 243 MHz, but this signal is relayed only by SARSAT satellites and not all LUTs are equipped with 243 MHz receivers, it operates in the same manner as 121.5 MHz system. It is intended to serve all organizations in the world with responsibility for SAR operations whether a distress occurs at sea, in the air or on land.COSPAS-SARSAT is a joint international satellite-aided search and rescue system, established by organizations in Canada, France, the United States and Russia.The COSPAS-SARSAT system has demonstrated that the detection and location of distress signals can be facilitated by global monitoring based on low-altitude satellites in near-polar orbits. It has been used successfully in a large number of SAR operations world-wide.Unless, as an alternative, a ship is provided with a L-band satellite EPIRB operating in sea areas A1, A2 and A3 only, the carriage of a float-free satellite EPIRB operating on the 406 MHz in the COSPAS-SARSAT system is required on all SOLAS ships.
Basic Concept of the System
The basic COSPAS-SARSAT system concept is given in Figure below. There are at present three types of beacons, namely ELTs (airborne), satellite EPIRBs (maritime) and Personal Locator Beacons (PLBs)- land. These beacons transmit signals that are detected by COSPAS-SARSAT polar-orbiting satellite spacecraft equipped with suitable receivers. The signals are then relayed to a ground receiving-station, termed a Local User Terminal (LUT), which processes the signals to determine the beacon location. An alert is then relayed, together with location data and other information, through a Mission Control Centre (MCC), either to a national RCC, another MCC or to the appropriate SAR authority to initiate SAR activities.
Doppler shift (using the relative motion between the satellite and the beacon) is used to locate the beacons. The carrier frequency transmitted by the beacon is reasonably stable during the period of mutual beacon-satellite visibility. The frequencies currently in use are the 121.5 MHz international aeronautical emergency frequency and the 406.0 - 406.1 MHz band. The 406 MHz beacons are more sophisticated than the 121.5 MHz beacons because of the inclusion of identification codes in the messages, but complexity is kept to a minimum. To optimize Doppler location, a low-altitude near-polar orbit is used. The low-altitude results in a low uplink power requirement, a pronounced Doppler shift, and short intervals between successive passes. The near-polar orbit results in complete world coverage over a period of time. The nominal satellite system configuration comprises four satellites, two supplied by COSPAS and two by SARSAT.
The Doppler location concept provides two positions for each beacon: the true position and its mirror image relative to the satellite ground track. This ambiguity is resolved by calculations that take into account the earth's rotation. If the beacon stability is good enough, as with 406 MHz beacons which are designed for this purpose, the true solution is determined over a single pass. In the case of 121.5 MHz beacons, the ambiguity is resolved by the results of the second pass if the first attempt is unsuccessful. Location accuracy is also significantly better with 406 MHz beacons. The improved performance of 406 MHz satellite EPIRBs is the reason these devices were selected for the GMDSS and included in the 1988 amendments to the 1974 SOLAS Convention.
 
 
Coverage Modes

The COSPAS-SARSAT system implements two coverage modes for the detection and location of beacons, namely the real time mode and the global coverage mode. Both the 121.5 and 406 MHz systems operate in the real-time mode, while only the 406 MHz system operates in the global coverage mode.

a. Real-time 121.5 MHz repeater data system

If an LUT and beacons are in view of the satellite, a repeater onboard the satellite relays the 121.5 MHz EPIRB signals directly to the ground where it is received and processed. For this reason, world-wide real-time mode coverage is unlikely to be achieved.

b. Real-time 406 MHz processed data system

Once the satellite receives the 406 MHz EPIRB signals, the Doppler shift is measured and the beacon digital data is recovered from the beacon signal. This information is time-tagged, formatted as digital data, and transferred to the downlink repeater for real time transmission to any LUT in the satellites view. The data is simultaneously stored on the satellite for later transmission in the global coverage mode.

c. Global 406 MHz coverage mode

The 406 MHz system provides global coverage by storing data onboard for later dumping and reception by LUTs. Each satellite EPIRB can therefore be located by all operating LUTs.

Satellite EPIRBs

a. 121.5 MHz EPIRB

EPIRBs operating on 121.5 MHz are already in widespread use. They are used onboard light aircraft and ships and must meet national specifications based on International Civil Aviation Organization (ICAO) standards. The EPIRB signals also provide for homing by SAR units and overflight monitoring by aircraft.

b. 406 MHz EPIRB

The development of 406 MHz satellite EPIRBs has been undertaken to overcome certain shortcomings of the 121.5 MHz system.
The new EPIRBs were specifically designed for satellite detection and Doppler location and include the following features:

-improved location accuracy and ambiguity resolution;

-increased system capacity, ie. a greater number of beacons transmitting simultaneously in the field of view of a satellite can be processed;

-global coverage;

-unique identification of each beacon; and

-inclusion of distress information.

The 406 MHz satellite EPIRBs transmit a 5 W radio frequency (RF) burst of approximately 0.5 second duration every 50 seconds. Improved frequency stability ensures improved location accuracy, while the high peak power increases the probability of detection. The low duty cycle provides good multiple-access capability, with a system capacity of 90 activated beacons simultaneously in view of the satellite, and low mean power consumption.

An important feature of the 406 MHz EPIRBs is the inclusion of a digitally encoded message, which may provide such information as the country of origin of the unit in distress, identification of the vessel or aircraft, nature of distress and, in addition, for EPIRBs coded in accordance with the location protocol, the ship's position as determined by its navigation equipment.

Most satellite EPIRBs are, as recommended, dual-frequency 121.5/406 MHz beacons, though the inclusion of the frequency 121.5 MHz is not mandatory. This enables suitably equipped SAR units to home in on the 121.5 MHz transmission and permits overflight monitoring by aircraft. This type of homing facility, if provided, is indicated to the rescue authorities by the message. As Search And Rescue Transponders (SART) have limited range of operation (approx. 5n.miles), consideration is being given to requiring all maritime satellite EPIRBs to operate on the frequencies 121.5 MHz and 406 MHz.

Depending on the type of beacon (maritime, airborne or land), beacons can be activated either manually or automatically.

undefinedAttempts to establish an international uniform system of buoyage have never met with success. A system proposed in 1936 under the auspices of the League of Nations might have succeeded had not World War II intervened before a sufficient number of maritime States had ratified the system. The buoyage system adopted for British waters was based on the 1936 proposals. The system called the 'lateral system' is based on knowledge of the direction of the main stream of flood. The sides of channels are marked by buoys described as 'starboard hand' or 'port hand', these terms denoting the side that would be on a mariner's right-hand or left-hand, respectively, when going with the main flood stream or approaching a harbour from seaward.

Starboard-hand buoys are conical in shape; painted black or in black-and-white chequers; a top mark (if fitted) of a black cone or a black diamond; and a light (if one is carried) of one, three or five white flashes.

Port-hand buoys are can-shaped; painted red or in red-and-white chequers; a top mark (if fitted) or a red can or red T; and a light (if one is carried) of two, four or six white flashes.

Middle-ground buoys, which mark the ends of middle grounds, are spherical in shape. The lights they may exhibit are either white or red and distinctive, so that there is no uncertainty as to which side they must be passed. In cases in which the main channel lies to starboard (when proceeding with the main flood stream), or when channels are of equal importance, middle-ground buoys are painted with red-and-white horizontal bands. In cases in which the main channel lies to port (when proceeding with the main flood stream) they are painted with black-and-white horizontal bands. When top marks are carried, if the main channel lies to starboard (when proceeding in the direction of the main flood stream) the outer end middle-ground buoy is marked with a red can and the inner end with a red T. If the main channel lies to port, the outer end top mark of a middle-ground buoy is a black cone and the inner end a black diamond. If the channels are of equal importance, the outer and inner end buoys are marked with a red sphere and a red St. George's Cross, respectively.

Mid-channel buoys are painted with black-and-white or red-and-white vertical stripes, Buoys marking isolated dangers are spherical and are painted with wide black-and-red horizontal bands, separated with a narrow white band. Landfall buoys, serving to indicate the seaward approach to a harbour exhibit flashing lights and are painted with black-and-white or red-and-white vertical stripes.

undefinedBuoys marking wrecks in the lateral system are painted green with the word WRECK in white letters. They exhibit green flashes: one flash to indicate that the buoy (spherical in shape) may be passed on either hand; two flashes to indicate that the buoy (can-shaped) is to be passed on the starboard hand; and three flashes to indicate that the buoy (conical) is to be passed on the port hand.


 

As well as the lateral system described above, the 1936 proposed buoyage scheme included a “cardinal system” designed for use on coasts fringed with reefs or isolated dangers. The buoys in this system have shape lights, colours and top marks which indicate whether the buoy is to be passed to the north, East, South or West. The 1936 scheme allowed the lateral and cardinal systems to be used in conjunction, but special conical buoys painted with black-and-white or red-and-white diagonal stripes, mark the places where a change in the system occurs.

There are many systems of buoyage, besides those described above, in current use, and the mariner should be perfectly aware of the details of every system he encounters, from a careful study of the relevant sailing directions.

In 1977, the buoyage in the southern North Sea was completely changed to conform with a system devised by the International Association of Lighthouse Authorities (IALA). The intention is that the IALA system will be extended to embrace all the waters of North-West Europe. Navigators need to be familiar with this system (and indeed every other system encountered) so that they react instinctively when using the buoyage system.

undefinedThe essential feature of the 'IALA Maritime Buoyage System A' is red for port-hand and green for starboard-hand buoys. The 'lateral' buoys, which indicate the port and starboard hands of well-defined channels, are painted red for port-hand buoys and green for starboard-hand buoys. A port-hand is can-shaped and has a can as a top mark and a starboard-hand buoy is conical in shape and has a cone as a top mark.

By night a port-hand buoy is distinguished by its red light and a starboard-hand buoy by its green light.

A buoy used to indicate the direction of deeper water relative to it is called a 'cardinal buoy'. Such buoys are pillar or spar buoys in combinations of black and yellow colours, with black double-cone top marks. A North cardinal buoy is one that should be passed to the north of the buoy, is painted black above yellow and has a top mark consisting of two black cones, both pointing upwards. A South cardinal buoy is painted yellow above black and has a top mark consisting of two black cones both pointing downwards. An East cardinal buoy is painted black with a single broad yellow band and has a top mark of two black cones base to base. A West cardinal buoy is painted yellow with a single broad black band and has a top mark consisting of two black cones point to point.

A cardinal buoy exhibits a white light, the characteristics of which are based on a group of very quick or quick flashes, which distinguishes it first as a cardinal mark and then indicates its quadrant. The distinguishing flashes are:

undefinedNorth Cardinal: uninterrupted flashes
undefinedEast Cardinal: 3 Flashes in a group
undefinedSouth Cardinal: 6 flashes in a group
undefinedWest Cardinal: 9 Flashes in a group.

Aircraft Casualties at Sea
(1) Aircraft/ship communications

undefined1.1 When an aircraft transmits a distress message by radio, the first transmission is generally made on the designated air/ground route frequency in use at the time between the aircraft and aeronautical station. The aircraft may change to another frequency, possibly another route frequency or the international aeronautical emergency frequencies of 121.5 MHz or 243 MHz. In an emergency, it may use any other available frequency to establish contact with any land, mobile or direction-finding station.

1.2 There is liaison between CRS, aeronautical units, and land-based search and rescue organizations. Merchant ships will ordinarily be informed of aircraft casualties at sea by broadcast messages from CRS made on the international distress frequencies of 500 kHz, 2,182 kHz or 156.8 MHz (VHF channel 16). Ships may, however, become aware of the casualty by receiving:

.1 an SOS message from an aircraft in distress which is able to transmit on 500 kHz or a distress signal from an aircraft using radiotelephony on 2,182 kHz or 156.8 MHz (VHF channel 16);

.2 a radiotelegraphy distress signal on 500 kHz from a hand-operated emergency transmitter carried by some aircraft;

.3 a message from a SAR aircraft.

1.3 For the purpose of emergency communications with aircraft, special attention is called to the possibility of conducting direct communications on 2,182 kHz or 156.8 MHz (VHF channel 16), if both ship and aircraft carry compatible VHF equipment.

(2) Distress signals

2.1 An aircraft in distress will use any means at its disposal to attract attention, make known its position and obtain help, including some of the signals prescribed by the International Regulations for Preventing Collisions at Sea.

(3) Action taken to render assistance if aircraft is still airborne

3.1 Aircraft usually sink quickly (e.g. within a few minutes). Every endeavour will be made to give ships an accurate position of an aircraft which desires to ditch. When given such a position, a ship should at once consult any other ships in the vicinity on the best procedure to be adopted. The ship going to the rescue should answer the station sending the broadcast and give its identity, position and intended action.

3.2 If a ship should receive a distress message direct from an aircraft, it should act as indicated in the immediately preceding paragraph and also relay the message to the nearest CRS. Moreover, a ship which has received a distress message direct from an aircraft and is going to the rescue should take a bearing on the transmission and inform the CRS and other ships in the vicinity of the call sign of the distressed aircraft and the time at which the distress message was received, followed by the bearing and time at which the signal ceased.

3.3 When an aircraft decides to ditch in the vicinity of a ship, the ship should:

.1 transmit homing bearings to the aircraft, or (if so requested) transmit signals enabling the aircraft to take its own bearings;
.2 by day, make black smoke;
.3 by night, direct a searchlight vertically and turn on all deck lights. Care must be taken not to direct a searchlight towards the aircraft, which might dazzle the pilot.

3.4 Ditching an aircraft is difficult and dangerous. A ship which knows that an aircraft intends to ditch should be prepared to give the pilot the following information:

.1 wind direction and force;
.2 direction, height and length of primary and secondary swell systems;
.3 other pertinent weather information.

undefined3.5 The pilot of an aircraft will choose his own ditching heading. If this is known by the ship, it should set course parallel to the ditching heading. Otherwise, the ship should set course parallel to the main swell system and into the wind component, if any, as shown in figure opposite.

(4) Rescue action

4.1 A land plane may break up immediately on striking the water and liferafts may be damaged. The ship should, therefore, have a lifeboat ready for launching, and if possible, boarding nets should be lowered from the ship and heaving lines made ready in the ship and lifeboat. Survivors on the aircraft may have bright coloured lifejackets and location aids.

4.2 The method of recovering survivors must be left to the judgement of the Master of the ship carrying out the rescue operation.

4.3 It should be borne in mind that military aircraft are often fitted with ejection seat mechanisms. Normally, their aircrew will use their ejection seats, rather than ditch. Should such an aircraft ditch, rather than the aircrew bale out, and it becomes necessary to remove them from their ejection seats while still in the aircraft, care should be taken to avoid triggering off the seat mechanisms. The activating handles are invariably indicated by red or black/yellow colouring.

(5) Questioning survivors

5.1 A survivor from an aircraft casualty who is recovered may be able to give information which will assist in the rescue of other survivors. Masters are therefore asked to put the following questions to survivors and to communicate the answers to a CRS. They should also give the position of the rescuing ship and the time when the survivors were recovered.

.1 What was the time and date of the casualty?
.2 Did you hale out or was the aircraft ditched?
.3 If you baled out, at what altitude?
.4 How many others did you see leave the aircraft by parachute?
.5 How many ditched with the aircraft?
.8 How many did you see leave the aircraft after ditching?
.7 How many survivors did you see in the water?
.8 What flotation gear had they?
.9 What was the total number of persons aboard the aircraft prior to the accident?
.10 What caused the emergency?

 

Merhabalar,

- Eğer kargo tankları halihazırda inertli kondüsyonda ise, statik elektriğe karşı özel önlem almamız gerekmez; çünkü yanmaya neden olacak olan oksijen inertli tankta mevcut değildir. Yangın üçgeninden bir bacak olmayınca, yangın tehlikesi ortadan kalkmıs olur.

- Temelde 2 önlem vardır,

- Şarj ayrımını ve şarj birikimini (Şarj birikimi yapan akumulator kargolardır) minimize etmek.

- Elektrostatik deşarjı önlemek

Söz konusu önlemleri biraz açalım,

Şarj ayrımını minimize etmek için kargo ile boru hattı arasındaki sürtünmeyi azaltmamız gerekir. Yavaş yük operasyonu yaparsak sürtünmeyi minimize etmiş oluruz ancak nereye kadar yavaş yükleyeceğiz limanda gereğinden fazla kalamayız sonuçta.

Tankımızın inertli olmadığını farzedelim,

- ilk yükleme, yük tank içerisinde sıcramayacak şekilde genelde serpantinlerin altına gelene kadar yükleme hızı 1m/saniye

- ilk yükleme bitti, yükleme hızımız 7m/saniye

- İnertli tankta maksimum yükleme hızımız ise 12m/saniye

Doğal olarak aklımıza bir soru daha geliyor. Peki, 1m/s'ye denk gelen yükleme hızını, debisini nasıl hesaplıcaz. Bunun içinde,

V=π.r2.h formulünü kullanırız.

Buraya kadar şarj ayrımı ve birikimini önlemeye çalıştık. Yük operasyonunu bitirdik. 30 dk beklemeliyiz tanktan ölçü almadan önce. Bu bekleme ile de elktrostatik deşarjı önlemiş oluruz.

Selametle..

Merhabalar,

Birbirine benzemeyen iki madde, birbirine sürtüldüğünde biri elektronlarından vazgeçer iken, diğer madde de elektronları büyük bir keyifle alabilir.

- Elektronlarından vazgeçen maddeler iletken
- Elektronları iştahla kabul eden maddeler ise yalıtkanlardır Kendi elektronlarına da sıkı sıkıya bağlıdırlar.

-İletkenliği 50 ps/m den daha az olan maddeler statik akümülatör olarak bilinir. Ortalığı karıstıran maddelerde bunlardır işte. Elektronları almaya, armut gibi toplamaya meyillidirler. Daha uzun süre şarj tutacaklarından statik elektrik tehlikesine sahiptirler. İletkenler masum, yalıtkanlar ise tehlikelidir. ISGOTT kitabı bu konuda bizi bilgilendirir ve statik elektrik sonucu patlama oluşması için 3 ana neden ile hangi yüklerin statik akumulatör olduğu elbette alınacak olan tedbirler de başucu kitabımızdan (ISGOTT) bakılabilir.

Conductive = İletken

Accumulator = Toplayıcı

Insulator =Yalıtkan

Unutulmaması gereken, farklı iki maddenin teması sonucu mutlaka yük ayrışması olur ve tüm bu statik olaylar silsilesinin başladığı andır.

Selametle..

Leaving and Entering Port
 
1.    Anchored at Durban out harbour with 5 shackles of chain, 12 fathoms of water and awaited pilot.
2.    Let go port anchor and veered out 8 shackles and dropped stbd. anchor, then hove in port and moored with    4 shackles of cable on both sides.
3.    Anchor chain and bearings frequently checked. Vessel in position.
4.    Anchor bearings checked.No movement of vessel observed.
5.    Anchored in berth no:8, LA harbour, California in 7 fathoms of water, mud bottom with 60 fathoms of chain   to the port anchor, on the following bearings :     a :  007°       b :  048°      c :  188°  
6.    Vessel idle at anchor awaiting quarantine officers.
7.    Commence having up port anchor.
8.    Anchor off ground. Anchor's in sight. Anchor up. Both anchor secured.
9.    Hove up anchor and proceeded a little to eastward and anchored again in 6 fathoms of water with 5 shots of chain.
10.  Pilot on board. Pilot off. Master conning vessel. Changed to F/O.
11.  Notice to engine room to be ready after 2 hours.
12.  Commenced of sea passage ( C.O.S.P.).
13.  End of sea passage ( E.O.S.P.).
14.  Merie Head abeam port side, 2 miles away by radar.
15.  Jennie Lt. abeam port side, 2 miles off a/c to 224°.
16.  Arrival Odessa 082° / 1.8 miles away.
17.  Fasted tug lines. Let go both tug lines. Tugs pushing on port side.
18.  First line ashore. In position fore and aft.
19.  All made fast port side to no:3 pier, ( 4 + 2 ) and FWE.
20. Last line to pier cast off.
21.  All clear of wharf, assisted by tugs, Olga and Elena. 
22. Bunker barge M/T Tanya left.
23. All hatches and side ports closed. Cargo fans and w/tight doors checked. Secured all derrick booms and  other fittings. Lashed up lifeboats for heavy weather. Vessel all secured for sea.
24. As weather forecast reporting typhoon Debby is approaching. Postponed sailing.
25. Completed stowaway and contraband search. None found.
26. Custom and immigration officers on board. Inspected respectively.
27. Finished inspection and above officers off ship.
28. Tested telegraphs, general alarm, steering gear, whistle, communication system, running lights, navigation equipment. Synchronized brigde and e/room clocks.
29. Main and auxiliary steering gear, remote steering gear control system, rudder angle indicator in relation to actual position of the rudder, remote steering  gear control system power failure alarm, remote steering  gear power unit alarm, all interval vessel control communications and vessel control alarms, storages batteries for emergency lighting and power systems, main propulsion machinery ahead and astern, navigational lights, emergency alarms of engine order telegraph checked and found all in good order.

KAPTAN VE BİRİNCİ ZABİTLER İMZAYI ATMADAN ÖNCE NASIL

Paket içeriği:

• Maxsea TimeZero v3 (kurulum için gerekli dosyalar dahil)
  
• MapManager
  
• Akdeniz/Karadeniz 2018 yılı haritaları mevcuttur.
  

• Microsoft® Windows® 8.1 or Windows® 10 (64-bit operating system)
  
• CPU 2 GHz Intel® Core™ i5 4th generation or equivalent
  
• 4GB of RAM (8GB recommended)
  
• Video Board:
  
• Minimum - Intel HD4400 Graphic Chipset (i5 4th generation with HD4400 or above)
  
• Recommended (for PBG and Multi monitor) - Dedicated Video Board with 1GB VRAM
  
• Screen Resolution: 1024 X 768 or higher (1280 x 800 or above highly recommended)
  
• Hard Disk: 40 GB of free space
  
• USB or Serial Port for connecting instruments via NMEA0183, Actisense USB NGT-1 for connecting instruments via NMEA2000 or 100 Base-T Network Adapter for Furuno Ethernet Sensors